EP1008379A1 - Verfahren und Vorrichtung zur Entfernung von Stickoxiden aus der Abgasleitung einer Brennkraftmaschine - Google Patents

Verfahren und Vorrichtung zur Entfernung von Stickoxiden aus der Abgasleitung einer Brennkraftmaschine Download PDF

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Publication number
EP1008379A1
EP1008379A1 EP99402884A EP99402884A EP1008379A1 EP 1008379 A1 EP1008379 A1 EP 1008379A1 EP 99402884 A EP99402884 A EP 99402884A EP 99402884 A EP99402884 A EP 99402884A EP 1008379 A1 EP1008379 A1 EP 1008379A1
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EP
European Patent Office
Prior art keywords
hydrocarbons
trapping
trap
richness
upstream
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Granted
Application number
EP99402884A
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English (en)
French (fr)
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EP1008379B1 (de
Inventor
Mathias Bouchez
Gil Mabilon
Brigitte Martin
Patrick Bourges
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IFP Energies Nouvelles IFPEN
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IFP Energies Nouvelles IFPEN
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Publication of EP1008379A1 publication Critical patent/EP1008379A1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9404—Removing only nitrogen compounds
    • B01D53/9409—Nitrogen oxides
    • B01D53/9431—Processes characterised by a specific device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0806—NOx storage amount, i.e. amount of NOx stored on NOx trap
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02C—CAPTURE, STORAGE, SEQUESTRATION OR DISPOSAL OF GREENHOUSE GASES [GHG]
    • Y02C20/00—Capture or disposal of greenhouse gases
    • Y02C20/10—Capture or disposal of greenhouse gases of nitrous oxide (N2O)
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to the field of gas treatment emitted from a mixture ignition engine poor and diesel engines.
  • nitrogen oxides Among the most numerous pollutants and the most troublesome for the environment, there may be mentioned nitrogen oxides.
  • the formulations used for the bass temperatures are of the Platinum / Alumina or Platinum / Zeolite type.
  • the temperatures for which these catalysts are most active are 200 ° C to 250 ° C.
  • Catalysts called "High temperatures” are generally active between 300 ° C and 500 ° C. These are, for example, type catalysts Copper / Zeolite.
  • a Platinum / Alumina catalyst with a post injection of diesel commonly has an efficiency on oxides less than 50% nitrogen.
  • NO X traps There are also catalysts on which the nitrogen oxides are adsorbed in different forms.
  • NO X can be stored in the form of nitrates or be inserted into an oxide structure. These catalysts are commonly called “NO X traps"
  • the NO X trap of the "nitrate” type is a catalyst which makes it possible to store nitrogen oxides on its surface, in an oxidizing medium.
  • it is composed of a precious metal deposited on or near a basic mass which is generally an oxide or a mixture of oxides of alkali, alkaline earth or rare earth.
  • This NO2 migrates to the surface of the catalyst to then adsorb on the oxide and form a nitrate.
  • These nitrates are stable in an oxidizing medium over a very wide temperature range. To desorb these nitrates from the surface of the catalyst, it is necessary to rise to a high temperature in an oxidizing medium or else to produce a reducing mixture.
  • Patent application EP-A1-0 540 280 describes a thermal regeneration of this type, with a NO X trap, equipped with a gas heating system, followed by a catalyst for reducing nitrogen oxides.
  • the two catalysts are mounted in diversion from the main exhaust line.
  • a valve system makes it possible to reduce, during the destocking phases of the trap, the VVH (ratio between the gas flow rate and the volume of the catalyst which translates the time of contact of the gases with the catalyst).
  • VVH ratio between the gas flow rate and the volume of the catalyst which translates the time of contact of the gases with the catalyst.
  • a rich regeneration makes it possible to reduce the NO X desorbed by a three-way type catalysis by depositing on the catalyst an adequate noble metal (rhodium for example).
  • a known implementation consists in injecting hydrocarbons into the exhaust line upstream of the catalyst, when the nitrates have to be desorbed from the NO X trap.
  • US Patent 5,201,802 illustrates an embodiment of this type.
  • this method makes it possible to obtain riches momentarily greater than 1, the gaseous mixture obtained contains oxygen in significant concentration, which is detrimental for regeneration.
  • the present invention comprises a regeneration of a NO X trap, based essentially on the variation in the richness of the exhaust gases; and which does not disturb the operation of the engine.
  • the regeneration of a NO X trap here includes both the destocking of NO X and their reduction, the reduction being ensured by the NO X trap.
  • the subject of the present invention is a device for eliminating nitrogen oxides in a combustion engine exhaust line internal operating in lean mixture, comprising means for trapping nitrogen oxides, a means for regenerating said nitrogen oxides when the trapping means is saturated, a means for processing hydrocarbons disposed upstream of the oxide trapping means of nitrogen, a means of injecting hydrocarbons placed upstream of the means of treatment of hydrocarbons, a means of measuring the richness of gases.
  • the hydrocarbon treatment means is a catalyst for partial (or controlled) oxidation of the hydrocarbons which cooperates with said means for trapping nitrogen oxides which makes it possible to obtain, at its outlet, gases having a low concentration of oxygen (O 2 ) and high concentrations of carbon monoxide (CO) as well as hydrogen (H 2 );
  • the device according to the invention further comprises means intended for recording and processing the data coming from the various sensors and / or memorized so that an efficient regeneration of the NO X trap is carried out without disturbing the operation of the engine.
  • the means for injecting hydrocarbons, the means for processing hydrocarbons and the means for trapping NO X are arranged in this order and in series relative to the direction of circulation of the gases in the exhaust line.
  • the means for injecting hydrocarbons, the means for processing hydrocarbons and the means for trapping NO X are disposed in the main exhaust line itself.
  • the means for injecting hydrocarbons, the means for treating hydrocarbons and the means for trapping NO X are arranged in a bypass of the main exhaust line, the device according to the invention then comprising means for modulating the gas flow rate between said branch and the main line.
  • an injection means of hydrocarbons, a means of processing hydrocarbons and a means of nitrogen oxide trapping can be so arranged both in the bypass and in the main line, with a means for modulating the flow gases between said branch and the main line.
  • the device according to the invention can comprise at least one temperature sensor which can be arranged upstream of said means of treatment of hydrocarbons.
  • the device according to the invention may comprise means for measuring the amount of NO X trapped in the trapping means, arranged downstream of the latter.
  • a second temperature sensor can be placed in the exhaust line, downstream of the hydrocarbon processing means.
  • the means for measuring the richness of the exhaust gases can be arranged downstream of the NO X trapping means.
  • the means for measuring the richness of the exhaust gases can be arranged between the means for treating hydrocarbons and the means for trapping NO X.
  • the exhaust line may include a means of preheating of the gases placed upstream of the treatment means hydrocarbons.
  • the quantity of NO X stored in the means for trapping NO X is monitored.
  • the gas temperature upstream and / or downstream of the treatment means hydrocarbons.
  • the richness of the gases is monitored upstream and / or downstream of the NO X trapping means.
  • said additional hydrocarbons are injected when the NO X trapping means are saturated, the temperature (T1) of the exhaust gases is above a threshold value (T R ) for which the means for treating hydrocarbons is active, so that the richness ( ⁇ ) of the exhaust gases is greater than or equal to a given richness ( ⁇ R ) which triggers the regeneration of the trapping means.
  • said hydrocarbons are injected for a duration (d R ) less than a stored, predetermined duration (d RMAX ).
  • the flow rate of the exhaust gas between a main track and a bypass of said track is a predefined range of the exhaust gas between a main track and a bypass of said track.
  • the exhaust gases are further heated before their partial oxidation in said derivation.
  • the regeneration is stopped as a function of the information given by a sensor such as a richness probe, placed downstream of the NO X trapping means.
  • the exhaust line of the engine 1 essentially comprises: a first catalyst 2 hereinafter called controlled oxidation catalyst which makes it possible to carry out a partial oxidation of the hydrocarbons to monoxide carbon (CO) and hydrogen (H 2 ).
  • a first catalyst 2 hereinafter called controlled oxidation catalyst which makes it possible to carry out a partial oxidation of the hydrocarbons to monoxide carbon (CO) and hydrogen (H 2 ).
  • a second catalyst 3 is placed in the main exhaust line downstream of the first catalyst 2 relative to the direction of propagation of the gases in the exhaust line.
  • This second catalyst 3 is a "NO X trap" whose regeneration mode (destocking and reduction) is by richness.
  • a means 4 for injecting hydrocarbons is provided for post-injection; the means 4 is arranged upstream of the two catalysts 2, 3.
  • This post-injection can be provided by the injection system of the engine if possible: a common-rail type injection system, well known to specialists, can thus provide such post-injection to the exhaust.
  • a specific injection system, annexed to the injection in the engine itself can also be provided without departing from the scope of the invention.
  • At least one temperature sensor may be required to the implementation of the invention.
  • two temperature sensors 5, 6 are provided: one 5 located upstream of the controlled oxidation catalyst 2; the second temperature sensor 6 is placed between the catalyst 2 and the NO X trap 3.
  • the sensor 5 makes it possible to know whether the temperature of the gases is sufficient to oxidize the hydrocarbons injected in the regeneration phase of the NO X 3 trap.
  • the temperature sensor 6 gives the temperature at which the NO X is stored in lean mixture and allows, during regeneration, to know the temperature variation due to the post-injection of hydrocarbons.
  • a NO X 8 sensor Downstream of the NO X 3 trap, a NO X 8 sensor can be installed intended to assess the amount of NO X stored, at a given time, in the NO X 3 trap.
  • a richness probe 7 can be placed between the first and the second catalyst; this richness probe 7 is preferably to be placed downstream of the NO X 3 trap.
  • the catalyst or NO X trap 3 stores all or part of the NO X emitted by the engine 1.
  • the fraction of NO X stored on the catalyst at time t depends both on the saturation state in which the NO X 3 trap is located (i.e. what it has been able to store up to time t) and the conditions of temperature, flow rate, concentration of NO X , richness of exhaust gases.
  • the amount of NO X stored on the catalyst can be estimated, either from data from engine maps, and from a mathematical model or possibly using the NO X sensor 8 placed downstream of the NO X trap 3.
  • the regeneration procedure is activated.
  • the quantity of hydrocarbons which must be post injected in order to temporarily obtain a richness greater than 1 in the exhaust line is determined as a function of the parameters obtained from the maps of the engine such as the richness and the flow rate of the exhaust gases.
  • the temperature sensor 5 placed upstream of the first catalyst 2 indicates whether the temperature of the gases arriving on the controlled oxidation catalyst 2 is sufficient and therefore whether post injection should be activated.
  • the controlled oxidation catalyst 2 then consumes the oxygen contained in the exhaust gases to form in particular carbon monoxide (CO) and hydrogen (H 2 ), two elements which promote the regeneration of the NO X trap. 3.
  • FIG. 2 is a summary of the parameters used according to the invention.
  • the engine 1 provides two types of data: the engine speed (N) and the position of the accelerator (a). From this data, a map C stored for example in an electronic control unit makes it possible to determine other parameters such as the richness R at the engine output, the NO X rate at the engine output and the exhaust flow rate.
  • a mathematical model is used instead of or in addition to the NO X sensor 8, to determine the concentration of NO X in the gases.
  • a sensor 8 is used additionally to the mathematical model, it is then possible to continuously adjust the parameters of the model so to follow the real behavior of the catalysts in the line exhaust; so we can for example take into account the catalyst aging.
  • C mapping provides the same data only in the storage phase which, combined with temperature and richness, determine the flow of hydrocarbons to be injected into the exhaust.
  • FIG. 3 is a flow diagram of the various steps leading or not leading to the regeneration of the NO X 3 trap.
  • the quantity of post-injected hydrocarbons is linked to the difference between the richness R of the gases at the engine outlet and the threshold richness ⁇ R necessary for regeneration.
  • FIG. 4 relates to a second embodiment of the invention which differs from the first in that the injection means 4, the catalysts 2, 3 as well as the various temperature sensors 5, 6, richness 7 or NO X 8 are arranged not in the main exhaust line 10 but in a bypass 9.
  • a valve or any other means intended to modulate the main flow of the exhaust gases from the engine 1, is arranged at the source of the by- pass 9.
  • This configuration allows, compared to the first, to limit the gas flow through the catalysts during regeneration of the trap.
  • the quantity of hydrocarbons to be post-injected is thus reduced to go to wealth greater than 1.
  • the estimation of the amount of NO X stored on the catalyst is identical to what has been described above.
  • the quantity of post-injected hydrocarbons is a function of the richness of the exhaust gases (provided by the engine maps) and the fraction of flow bypassed.
  • the flow fraction X in the bypass 9 is a function of the total gas flow and the position of the valve 11 at the head of the bypass 9.
  • a proportional richness probe can be used downstream of the oxidation catalyst controlled or NO X 3 trap to complete the amount of post injected hydrocarbons.
  • the line exhaust may further comprise a means 12 for heating the exhaust gas, arranged according to Figure 4 in branch 9, just upstream of the controlled oxidation catalyst 2.
  • the post injection of hydrocarbons and therefore the regeneration of the NO X 3 trap is subject to the temperature level of the gases passing through the catalysts 2 and 3.
  • this level is insufficient, the regeneration of the trap 3 cannot be activated at the expense of the overall efficiency of the system.
  • the device 12 making it possible to heat the gases in order to raise the temperature level during the regenerations when the latter is too low.
  • the temperature sensors 5, 6 placed respectively upstream and downstream of the controlled oxidation catalyst 2 make it possible to manage the gas heating system.
  • the advantage of bypass 9 is therefore twofold: to reduce the quantity of hydrocarbons to be injected in order to increase the richness to more than 1 and to limit the energy to be spent to heat up the fraction of gases passing through the catalyst 2.
  • the advantage of the invention is to consume, during the regeneration of the NO X trap, the oxygen contained in the exhaust gases by the post-injected hydrocarbons on the controlled oxidation catalyst 2 , and to form carbon monoxide CO and hydrogen H2 upstream of the NO X 3 trap.
  • This gives, during a post injection of hydrocarbons, a mixture upstream of the NO X trap which is at richness greater than 1, poor in oxygen and rich in CO and H2 which is favorable both to the desorption of nitrates and to the reduction on the means (3) of NO X desorbed.
  • a significant improvement in the regeneration phase of the NO X 3 trap is thus obtained.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • Environmental & Geological Engineering (AREA)
  • Analytical Chemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
  • Solid-Sorbent Or Filter-Aiding Compositions (AREA)
EP99402884A 1998-12-09 1999-11-19 Verfahren und Vorrichtung zur Entfernung von Stickoxiden aus der Abgasleitung einer Brennkraftmaschine Expired - Lifetime EP1008379B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9815639A FR2787037B1 (fr) 1998-12-09 1998-12-09 Procede et dispositif d'elimination des oxydes d'azote dans une ligne d'echappement de moteur a combustion interne
FR9815639 1998-12-09

Publications (2)

Publication Number Publication Date
EP1008379A1 true EP1008379A1 (de) 2000-06-14
EP1008379B1 EP1008379B1 (de) 2006-10-04

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EP99402884A Expired - Lifetime EP1008379B1 (de) 1998-12-09 1999-11-19 Verfahren und Vorrichtung zur Entfernung von Stickoxiden aus der Abgasleitung einer Brennkraftmaschine

Country Status (5)

Country Link
US (1) US6508057B1 (de)
EP (1) EP1008379B1 (de)
JP (1) JP2000170523A (de)
DE (1) DE69933424T2 (de)
FR (1) FR2787037B1 (de)

Cited By (16)

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WO2002018753A1 (en) * 2000-08-29 2002-03-07 Johnson Matthey Public Limited Company Exhaust system for lean-burn engines
WO2003037507A1 (en) * 2001-10-27 2003-05-08 Johnson Matthey Public Limited Company Exhaust line for an internal combustion engine
WO2003048536A1 (en) * 2001-12-03 2003-06-12 Catalytica Energy Systems, Inc. System and methods for improved emission control of internal combustion engines
WO2004022935A1 (en) * 2002-09-05 2004-03-18 Johnson Matthey Public Limited Company Exhaust system for lean burn ic engines
FR2848601A1 (fr) * 2002-05-16 2004-06-18 Volkswagen Ag Procede et dispositif destines a la surveillance et a la regulation d'un catalyseur d'un vehicule automobile
FR2851609A1 (fr) * 2003-02-25 2004-08-27 Bosch Gmbh Robert Dispositif de traitement des gaz d'echappement contenant des oxydes d'azote d'une installation de combustion
WO2004101965A1 (en) * 2003-05-06 2004-11-25 Catalytica Energy Systems, Inc. System and methods for improved emission control of internal combustion engines using pulsed fuel flow
WO2005016496A1 (en) 2003-08-09 2005-02-24 Johnson Matthey Public Limited Company Catalyst structure for treating nox containing exhaust gas from a lean burn engine
US7155331B1 (en) 2003-12-15 2006-12-26 Donaldson Company, Inc. Method of prediction of NOx mass flow in exhaust
US7181906B2 (en) 2002-11-15 2007-02-27 Catalytica Energy Systems, Inc. Devices and methods for reduction of NOx emissions from lean burn engines
EP1857649A1 (de) * 2001-12-03 2007-11-21 Eaton Corporation System und Verfahren zur Verbesserung der Emissionssteuerung bei Verbrennungsmotoren
FR2936010A1 (fr) * 2008-09-16 2010-03-19 Renault Sas Ligne d'echappement d'un moteur a combustion interne et procede de regeneration d'un piege a oxydes d'azote.
US7832203B2 (en) 2001-10-27 2010-11-16 Johnson Matthey Public Limited Company Exhaust system for a lean burn internal combustion engine
US8006484B2 (en) 2005-02-14 2011-08-30 Eaton Corporation Systems and methods for reducing emissions of internal combustion engines using a fuel processor bypass
RU2457340C2 (ru) * 2007-09-28 2012-07-27 Даймлер Аг Способ уменьшения эмиссии двуокиси азота в автомобиле с двигателем внутреннего сгорания, работающем на обедненных смесях
US8387367B2 (en) 2005-11-14 2013-03-05 Johnson Matthey Public Limited Company Reducing coking over Ag/Al2O3 HC-SCR catalyst

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DE10059427A1 (de) * 2000-11-30 2002-06-06 Bosch Gmbh Robert Einrichtung und Verfahren zur Nachbehandlung von Abgasen
DE10100420A1 (de) * 2001-01-08 2002-07-11 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines Abgasnachbehandlungssystems
JP4244648B2 (ja) * 2002-02-19 2009-03-25 日産自動車株式会社 排気ガス浄化装置
CA2406386C (en) * 2002-10-02 2004-05-18 Westport Research Inc. Method and apparatus for regenerating nox adsorbers
CA2422188A1 (en) * 2002-10-02 2004-04-02 Westport Research Inc. Bypass controlled regeneration of nox adsorbers
US6832473B2 (en) * 2002-11-21 2004-12-21 Delphi Technologies, Inc. Method and system for regenerating NOx adsorbers and/or particulate filters
CA2453689A1 (en) * 2003-03-14 2004-09-14 Westport Research Inc. Management of thermal fluctuations in lean nox adsorber aftertreatment systems
BRPI0411322A (pt) * 2003-06-12 2006-07-18 Donaldson Co Inc método de distribuir combustìvel em fluxo transiente de um sistema de descarga
US7160832B2 (en) * 2003-06-16 2007-01-09 Umicore Ag & Co. Kg Catalyst system for generating carbon monoxide for use with automotive catalysts
WO2005037412A1 (ja) * 2003-10-21 2005-04-28 Osaka Industrial Promotion Organization 排気ガス処理方法及び処理装置
FR2862100B1 (fr) * 2003-11-07 2008-04-04 Peugeot Citroen Automobiles Sa Systeme d'aide a la regeneration de moyens de depollution integres dans une ligne d'echappement d'un vehicule
WO2006066043A1 (en) * 2004-12-15 2006-06-22 Donaldson Company, Inc. Control for an engine exhaust treatment system
US7727419B2 (en) * 2005-06-22 2010-06-01 Eaton Corporation Reformer and reforming process for production of hydrogen from hydrocarbon fuel
US7788906B2 (en) * 2005-07-27 2010-09-07 Eaton Corporation Methods and systems for controlling internal combustion engines
US7669408B2 (en) * 2005-12-02 2010-03-02 Eaton Corporation LNT desulfation strategy with reformer temperature management
JP4613894B2 (ja) * 2006-08-02 2011-01-19 株式会社デンソー 内燃機関用排気浄化装置
US7980064B2 (en) * 2007-06-19 2011-07-19 Eaton Corporation Algorithm incorporating driving conditions into LNT regeneration scheduling
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US6508057B1 (en) 2003-01-21
FR2787037A1 (fr) 2000-06-16
EP1008379B1 (de) 2006-10-04
JP2000170523A (ja) 2000-06-20
DE69933424T2 (de) 2007-08-16
FR2787037B1 (fr) 2002-01-11

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